Internal combustion engine



Nov. 24, 1942. H. scHREcK 2,303,093

' INTERNAL COMBUSTION ENGINE Filed July 29, 1940 4 Sheeis-Sheet 1INVENTOR. HENRY SCHRECK Gilliam ATTORNEY.

Nov. 24, 1942. H. $HRECK 2,303,093

INTERNAL COMBUSTION ENGINE Filed July 29, 1940 4 Sheets-Sheet 2 mvswon.HENRY SCHRECK GZMQcQAU ATTORNEY.

Nov. 24, 1942. scHREcK INTERNAL COMBUSTION ENGINE 4 Sheets-Sheet 3 3Filed July 29, 1940 FIGS.

INVENTOR.

HENRY SCHRECK @1- .6. #4446 ATTORNEY.

Nov. 24, 1942.

H. SCHRECK INTERNAL COMBUSTION ENGINE Filed July 29, 1940 4 Sheets-Sheet4 /05 /04 F G 7. M0

H 2 g u a. 4 w flu w a W a a Z w III A III/I/II/I/ll/IA F I G 8 M w MFIG 9 mvmon HENRY SCHRECK a4 16.46,

ATTORNEY.

Patented Nov. 24, 1942 Henry Schreok, Belolt, Wll,

alllgnortolairbanks, llorse&0o.,(lhloago,lll..aoorporation ormimaApplication July 29, 1940, Serlal No. 348,141

2 Claims. (Cl- 123-195) This invention relates to internal combustionengines generally, and in greater particularity to improvements incertain parts and structural features of the engine frame and side plateelements; the improvements permitting the incorporation of standardizedoperating accessories and a more centralized location and agzroupment ofsuch engine accessories, all for the greater advantages to behereinafter noted.

Accordingly, an object of this invention is found in the improvedarrangement and form of certain engine frame members and detachableplate elements therefor such that the usual engine accessories, viz.,governor, oil pump, water pump, fuel supply pump, and optionally,suitable filter elements, may be more advantageously grouped, to the endthatassembly, repair and adjustment operations may be more readily caredfor.

A further object of the present invention re-' sides in an improvedmanner of mounting the several engine accessories upon a detachableplate or bracket member, the plate member forming a part of the generalengine frame, so that each of the said accessories may be assembled orremoved independently of the others.

Another object of the present invention appears in the improved mannerof centralizing the location of the engine accessories, such that theprovisions for actuating the accessories may be more accuratelycoordinated and timed to the better operation of the engine generally,and further, so that the actuating provisions, per se, may be reduced toa minimum of parts and elements of great simplicity.

Yet another object of the present invention is found in the provisionsof a unitary driving member for imparting to the engineaccessories therequired rotational movement; the unitary driving member, in turn,receiving its driving actuation from the engine crankshaft through asuitable driving connection operatively carried thereby.

Still another object of this invention resides in the improved manner ofmounting the driving member for the engine accessories, in an enclosedrecess at one end of the engine frame,

and for so mounting certain of the accessory actuating elements andparts that the chamber closure plate, which forms the plate or bracketmember upon which all the accessories arecarried, may be readily removedwithout disturbing Still another object of the present invention isfound in an improved means for regulating and maintaining the tension ofa flexible drivinz member common to the several operative engineadjuncts or accessories; the tensioningmeans being carried by the mainengine frame and so located as to permit ready adjustments of thetension in said member from the exterior of the enclosing chamber forthe member.

Yet a further object 01 the present invention resides in the provisionfor locating a crankshaft counter-balancing weight within the enclosedside chamber and further, for mounting the said weight outwardly of theaccessory driving means so that counterbalancing adjustment may be hadwithout dismantling the engine to any great extent. v

Other objects and advantages will be hereinafter pointed out as thefollowing description proceeds, and whenconsidered in conjunctiondetails as viewed along line 2-2 in Fig. 1; Fig. 3

is a greatly enlarged but fragmentary end elevation of the engine framewith the bracket or mounting plate for the accessories removed, andshowing the'chain drive means in relationto the geared accessories, aswell as the chain tensioning member, when viewed along line 3-3 in Fig.2; Fig. 4 is an enlarged fragmentary sectional elevation showing themanner of detachably gearing the oil pump and engine governor and alsooperatively connecting the sprocket wheel shaft to the oil pump shaft,when viewed along line 4-4 in Fig. 1; Fig. 5 is an enlarged fragmentaryplan view, partly in section, showing the provision for independentlymounting and gearing the oil and water pumps, this view. being taken atline 5-5 in Fig. 1; Fig. 6 is a further fragmentary sectional view ofthe chain tensioning member, as taken at line 6-6 in Fig. 1; Fig. '1 isa fragmentary sectional view of the fuel pump and actuating provisionstherefor, when taken along line 1-1 in Fig. 1; Figs.-8 and 9 aremodifications of Fig. '1, showing the necessary changes for mounting amagneto inthe place of the fuel pump, as an alternative accessory in theevent that the engine is to be operated on gaseous or vaporous fuels, inwhich latter case an electric ignition system is required to initiatecombustion.

Itcfcrring now to the drawings and to Figs. 1 and 2 in particular, thereis shown thereby the general arrangement of engine parts "and elementsconsisting of a main frame M, an integral vertical end wall H, and anopen end chamber or recess |2, the latter being formed by the extensionof the integral side, top and bottom wall 'members of the frame I0,projecting beyond the vertical wall The purpose for providing this endchamber or recess |2 will be pointed out hereinafter in more detail.Enclosed in the main body of the engine frame I is. the cylinderformingsleeve l3, the piston l4 and connecting rod IS, the overhead cam shaftl6 and associated fuel feeding device l1, and the crankshaft 20. Asshown in Fig. 2, the camshaft l6 and crankshaft are supported, at oneend, in suitable bearing elements carried by the vertical wall II. Tocomplete the general frame structure, the chamber or recess .|2 isadapted to be closed by an end plate or bracket 2|, which constitutes apartialolosure for recess I2, and is of shallow dished form. The endplate 2| is secured to the recess side walls by means of a suitable boltflange 22 formed thereon, and mating with a similar bolt flange 23formed on the side walls,of the recess l2. Bolts or screws 24 retain theflanges 22 and 23 in engagement in the usual manner. Tlhe bottom of thechamber I2 communicates with the engine crankcase 25 through an aperture26 provided in the vertical wall so that excess oil supplied to certainbearings and other parts in the chamber |2 may'drain into the oil sumpof the crankcase 25.

The crankshaft 20 isprovided with an overhanging intermediate endportion 26 of reduced diameter, a bearing portion 21 of further reduceddiameter and a projecting tip or end 30 which is adapted to be engagedby a hand crank (not shown). The bearing portion 21 of the crankshaft isreceived in and supported by a sleeve or bushing 3| wh ch, in turn, issecured in a suitable housing or elongated boss 32 formed onthe coverplate 2|. The cover plate 2| in the zone of the crankshaft is recessedor enlarged, as at 33, so that certain elements carried on the shaftportion 26 may have suflicient space in which to operate. The end 30 isalso housed in the boss 32, as shown in Fig. 2, and a sufilcient annularspace 34 is provided to permit the insertion of a hand crank member (notshown) to engage the shaft end 30 for cranking the engine. A cover orcap 35 closes the open end of the boss 32 when the crank is removed.

Mounted on the shaft portion 26 and secured thereto in fixed position,as by a suitable key element, is a sprocket wheel 36 and a crankshaftbalancing or counterweight member 31. The sprocket wheel 36 ispreferably integrally formed on a sleeve which is adapted to slide ontothe in the cover plate recess constituted by pocket 33.

The overhead camshaft |6 has a portion of its shaft, the details ofwhich will be pointed out hereinafter in connection with certain of theengine accessory actuating means, projecting into the chamber |2, andoperativcly carried thereon is a sprocket wheel 43 which is positionedin a plane common to the sprocket wheel 36 carried on the crankshaftportion 26. A sprocket chain 44 of silent or other suitable type,engages and rides upon the sprocket wheels 36 and 43 respectively, andupon rotation of the crankshaft 20 an actuating force .is transmittedthrough the chain 44 to the camshaft I6,

Operatively'arranged between the upper and lower sprocket wheels 43 and36 respectively, is a third sprocket wheel member 45 (Figs. 3 and 4) awhich provides, through suitable parts and elements later to bedescribed, a power take off point for certain of the engine accessories.The sprocket wheel 45 is mounted upon a shaft 46, and the shaft 46 isrigidly supported in a boss 41 formed on the wall Cooperating with thesprocket wheel 45' and operatively associated therewith in fixed spacedrelation, is a gear 50. This gear 50 rotates in unison with the wheel 45and is retained on the end of shaft 46. Thus, it may be seen thatthechain 44 driven by the crankshaft wheel 36 serves to transmit arotating motion to the sprocket wheels 45 and 43, respectively; theselatter means serving as power takeoff points and from which points theengine accessories may receive their driving actuation. The parts andelements thus far pointed out and described are mounted upon the engineframe members or carried by the crankshaft and camshaft, the wholeassembly being conveniently positioned in the chamber or recess |2formed in greater part by the engine frame. The cover plate or bracket2|, adapted to complete the closure of chamber |2, is thus entirely freeof any duty to support the various elements thus far described, exceptfor the bearing support 3| which receives the crankshaft outboardhearing 21. The cover plate2| may be removed or assembled with entirefreedom of any interference with the crankshaft balance member 31 or thechain driven camshaft I6 and the intermediate power takeofl provisionsof the engine accessories, now to be described in detail.

Referring briefly to Fig. 1, the engine accessories are mounted upon thecover plate 2| and are.

conveniently grouped at the upper zone of the plate in close proximityto the power takeoff points, before noted. These accessories include arotary pump 5|, an oil pump 52, which may be of gear type, a governor53, for example of centrifugal fly ball type, though other suitabletypes shaft portion 26, and abut the bearing 4| for the crankshaft 2|),so that the sprocket wheel 36 will be properly spaced from the bearing4|. The counterweight 31, also slidably mounted upon and keyed totheshaft portion 26, abuts the outer end of the sleeve 40 and therebyattains its proper axial position with respect to the sprocket wheel 36.A retaining collar 42 is then provided to hold these members inposition, and to prevent any axial movement thereof. The collar 42 ispositioned on a threaded portion of the shaft 26 between the bearingsurface 21 and the shaft portion 26, as clearly seen in Fig. 2. Thecounterweight 31' is positioned to rotatively operate partly in thechamber space l2 and partly may be employed, and a fuel supply pump 54,the pump illustrated being of diaphragm type. The arrangement of theseaccessories is such that the water pump 5|, oil pump 52 and governor 53receive their actuating power from the gear 50 (Fig. 3), while the fuelpump 54 is actuated from the camshaft through suitably arranged meanshereinafter described, it being noted that the fuel pump of the presentexampl requires a reciprocating motion for its operation.

Turning now to Fig, 4 of the drawings, the details of the driving meansfor the lubricating oil pump 52 and governor 53 are clearly indicated.The stub shaft 46 mounted in the boss 41 on wall I is retained thereinby means of an angularly directed set screw 55, threaded through thewall of the boss 41 and engaging a suitable notch 58 formed adjacent thebutt end 51 of shaft 48. A gear 58 is rotatively mounted upon the shaft48 as by means of an integrally'formed hub 88 of considerable axialextent. The sprocket wheel 45 is then rigidly mounted on the hub 88between the gear 58 and the face of boss 41, as can be seen. Theopposite end of the hub 58 is necked down to provide a solid portion 8|and the outward end face thereof is slotted at 82 for the reception of amating key element 83 formed on the end of the'oil pump shaft 84. Theoil pump 52 is mounted on a suitable boss or face 85 of the cover plate2|, and holding bolts 56 detachably retain the pump in position. Theboss 85 is centrally apertured to receive the projecting annular lip 61formed on upon rotation of the gear 58 the oil and water pumps as wellas the governor are actuated.

From an inspection of Figs. 4 and 5. it will be noted that each of theaccessory elements or epthe body of the oil pump 52. The stub shaft 45,

gear hub 88 and oil pump shaft 83 are positioned in axial alignment sothat assembly of these parts will be faciliated. It will also be notedthat the gear 58 is positioned so that it' may rotate with a desirableclearance of the rear face of the cover plate, and yet be entirely clearof the drive chain 44 which meshes with the sprocket wheel 45.

Mounted on a boss or face 18 on plate 2| above the oil pump 52 andslightly to one side thereof is the governor 53. The governor 53 isdetachably secured to this face 18 by means of bolts 1| passing throughbolt holes in the flange 12.

thereof. The boss 18- is centrally apertured, as at 13, to receive thegovernor, actuating gear 14 mounted upon the shaft 15 and securedthereto by the hold nut 16. Gear 14 projects into the chamber I2 andmeshes with the gear 58. It will be noted that the governor may beremoved from, and operatively installed in place, without interferingwith the oil pump 52 or the driving gear 58 in any way, and it is alsoclear that the oil pump 52 may be mounted or removed in like manner.

The governor 53 is adapted to control the setting of the fuel meteringpumps I1 through the arm 18, and a connected rack member 19 operativelyassociated with pinion ears (not shown) carried by the fuel pumps I1. Ahand control lever 88, carried by the governor 53, provides thenecessary instrumentality for. predetermining the extent of governoractuation of the-fuel metering pumps I1. The governor linkage andcontrol lever arrangement is well known in the art and needs no furtherexplanation, and the same is true of the fuel metering pumps I1.

Continuing to Fig. 5, there is shown the assemf bly of the water pump 5|in relation to the lubricating oil pump 52 and the driving gear 58therefor. The water pump 5| is positioned at one side of the oil pump 52and slightly thereabove, and

is secured to the cover plate 2| by means of bolts.

or screws 11 passing through the flange 88 and threaded into the face ofboss 8| on plate 2|. The base of the water pump body is provided with anannular lip 82 which is received in aperture 83 in boss 8|. The shaft 84of the water, pump 5| projects into the chamber I2 and carried a gear 85secured thereto by means of a key element (not shown), or in any otherconvenient I Aperture 83 is made sufficiently large.

erating engine adjuncts, may be independently assembled onto or'removedfrom the plate or sible. The cover plate with all its accessories can beplaced on a work bench and completely serviced Without any adjustmentsbeing made upon re-assembling to the engine; The remaining engine blockstands inside open with all parts revealed and within easy reach.

Proceeding now to a detailed description of the fuel supply pump 54 andthe drive therefor, reference will be had to Fig. 7. The overheadcamshaft I8 is bearingly supported in a sleeve or bushing 88 carried ina boss 81 on the wall II. The end of the camshaft I8 projects into thechamber I2 and provides a shaft portion 98 of reduced diameter. Keyed orotherwise fixedly secured to shaft 98 is a member 9| having an annularrecess 92 formed in one face thereof. Seated in this recess '92 is thesprocket wheel 43, before referred to, and a series of spaced bolts 93secure the member and wheel in fixed relation, so that upon rotation ofthe sprocket wheel 43 through the chain means 44, the member 9| and thecamshaft are both rotated. The member 9| is retained on the shaft 98 bythe holding nut 94 engaging the threaded end of the shaft 98. The member9| also carries a pin element 95 in its outer face and positionedeccentrically with respect to the axis of shaft 98. An aperture 98provided in the cover plate 2| and in axial alignment 8 with the shaft98, is adapted to receive a shaft, element 91, the shaft 91 beingcarried in ahouslng I88. The housing I88 is suitably attached to thecover plate 2| by a bolt flange I8I (Fig. 1) held against the face ofboss I82 on cover plate 2|. Bolts or screws I83 (Fig. 1) engage thecover plate 2| and press the flange |8| against the face of boss I82.The shaft 91 is received .in a

bushing I84, which bushing is retained in the pasthe notch I81, uponrotation of the member 98, provides the means for imparting rotation toshaft 91. A resilient member or spring 98, carried in a centrallylocated recess or bored pocket 99 in shaft 91, is adapted to abut theend of camshaft portion 98 and thereby retain the shaft intended axialposition, without end 91 in its lash.

A housing member I88 is also provided with a second channel or passage 8which extends in a direction normal to passage I and the junction ofpassages I85 and 8 forms a pocket III. A cam surface 2 formed on the endof shaft 91 is located in the pocket or recess III. The fuel supply pump54, flange mounted on the side face of housing I88 by means of flange H3and bolts or screws II4, has an arm element I I5 which ex:

tends into passage H8, and the end of arm H5. is adapted to engage andride upon the cam surface 2 (see Figs. 1 and 7). Arm H5 is given anoscillating motion by rotation of cam H2 and the fuel pump mechanism(not shown) is thereby effectively actuated. Assembly or removal of thefuel pump 54 is seen to be a very simple matter by reason of themounting or housing member I as shown by Fig. '1. It is also possible toremove the cover plate or bracket 2I without first having to remove anyof the adjunctive engine accessories, as the operative connectionbetween parts are retained in the chamber I2, and remain therein uponremoval of the cover plate 2I. As' shown, the chain 44 receives itsactuating force from the sprocket wheel 35, carried on the crankshaftportion 26, and transmits this force to sprocket wheels 45 and '43; Thesprocket wheel 45 carries with it the gear 50, as before explained inconnection with Fig. 4, and thereby imparts rotation to gears 14 and 85.The sprocket wheelv 43 actuated the camshaft I5 (Fig. '7) and also thefuel supply pump 54 through the engagement of pin 95 with the arm I05 onthe shaft 91. To maintain the'desired and properdriving tension in chain44, an adjustable idle wheel H5 is positioned adjacent the lower ordriving sprocket wheel 36. This idler wheel H6 can be adjusted, throughmeans later to be described, in a horizontal direction toward or awayfrom the'line of travel of the chain 44 so that the amount of slack inthe loose side of the chain 44 may be regulated as desired.

The adjustable chain tensioning device illustrated in Figs. 3 and 6 indetail and shown as to certain details in Figs. 1 and 2, Consists of theidler sprocket wheel H6 freely mounted upon a forked or bifurcatedspindle member H1. This member H1 has a threaded shank I and abifurcated end portion I2I formed to provide relatively wide, flat armsI22. The wheel H5 is mounted in the space between these arms I22, upon astub shaft I23 carried by the arms I22, as shown. Locking or cotter pinsI24 retain the shaft I23 in position. The threaded shank I20 is carriedin an internally threaded bushing member I25 which, in turn, is mountedin an aperture of the boss I25 carried on the side wall of chamber I2.The adjustment of the tensioner device H1'is obtained by rotation of thebushing member I25 which acts through the threaded contact with shankI20 to move the device H1 and associated idler wheel H6 toward or awayfrom the chain 44. It is important that the spindle I20 and wheel H6 beprevented from rotation, as it is the rotation of bushing member I25relative to the spindle I20 which is utilized to effect lateral'movementof the device H1. To preclude rotation of the device H1, a plate I21 isbolted to the inside of the frame wall by means of bolts or screws I30.Plate I21 is apertured at I3I to receive the bushing member I25 and aflange I32 formed on this bushing is adapted. to seat in an annularrecess I33 in plate I21, so that outward movement of bushing member I25is prevented. Carried on plate I21 is a crosshead or arm member I34,provided with a pair 75 aperture of side elements I35 which abut theflat side of the inner one of the arms I22. Elements I35 are connectedby a web I36 so that in cross-section (Fig. 2) the arm member I34 formsa wide letter H By forming the arm I34 in this manner. it becomesapparent that the side elements I35 abut the face of arm I22 upon eachside of the center line of the device H1 and thereby positively preventrotational displacement thereof, yet allowing a sliding movement foradjusting chain tension.

The outer end of bushing member I25 is formed to provide a tool engagingface I31 so that rotation thereof may be readily effected. A looking orjam nut I40, threaded on the bushing member I25'and engaging threadedportion I4I thereof, securely holds the bushing member I25 from furtherrotation once thedevice H1 is positioned as desired. Adjustments of thedevice H1 can be made only when lock nut I40 is backedoff sothatrotation of member I 25 may be readily effected. This construction ofvariable chain tensioning agency is simple and yet sufiiciently ruggedto resist engine vibrations which tend to loosen the threadedconnections thereof. Adjustments may be made on the device H1 from theexterior of the engine, and without removal of the cover plate 2I.

The preceding description of the engine, and the improvements ingrouping and mounting the accessories therefor, have been principallydirected to a Diesel engine, the main objective being the design andconstruction of a relatively compact engine which lends itself well tomass production methods. It is also very desirable, especially withsmall engines, to provide for utilization of different fuels, so that asingle engine of standardized design may be readily converted at lowcost, from operation on fuel oil to the usage of gas as fuel, orconversely.

In view of the foregoing, it is contemplated that the Diesel enginereferred to hereinbefore, be readily and easily converted to a gasengine. The simplicity of such conversion is indicated in Figs. 8 and 9,wherein a magneto has been substituted for the fuel oil supply pump 54of Fig. '7, as some form of ignition means is required for the gaseousfuel mixture, as distinguished from the compression-ignition system ofthe oil or Diesel engine. As shown in Fig. 8, the camshaft drivingsprocket wheel 43, and the shaft mounting means therefor are identicalwith the showings of Fig. '7, and therefore further reference to suchfeatures and parts will not be had as they have been heretoforedescribed. A change in the accessory carrying or supporting means formedon cover plate 2I is necessary as a rotary motion is required for themagneto drive. Accordingly, a modified cover plate or bracket 2I' isformed to provide a shaft-receiving aperture I for an integrally formedshaft and gear member I5I. Aperture I50 is formed in the outwardlyprojecting boss I52 and is in axial alignment with shaft 90. A centeringpin I53 serves to maintain the member I 5| in proper coaxial relationwith the shaft 90 so that the driving pin 95 will be engaged in aneccentrically located I54 in member I5I. Aperture I54, which providesthe driving connection for the member I5I, is carried in thegear-forming portion I55 of the member I5I.

A cup shaped boss or extension I56 formed integrally with plate 2Iserves to receive and carry a magneto I51. The magnetois preferablyflange mounted, as indicated generally at I60;

The driving connection for the magneto I51, consists of a gear I6Imeshing with gear I55 and secured on a shaft member I62 by means ofanaxially located bolt I63 which acts through a washer or plate I64 tohold gear |6| on the shaft I62. The opposite end of shaft I62,positioned in the upper space I65 of part I56, provides an enlargedmember I66 having axially directed, radially disposed recesses I61,which are adapted to receive the lugs |1|| formed on the magneto impulsecouplingl1l. This is the usual means for connecting a' magneto andconformity to standard practice may be taken as ilustrative. The gear|6|, shaft I62 and member I66 are carried by the wall I12 of the plate2| as will be clear from inspection of Fig. 8. It is also clear now thatthe magneto I51 may be removed from the cover plate 2|, withoutnecessitating removal of any of the other parts associated therewith, orthe magneto I51 may remain in place and the cover plate 2| be removedfrom .the engine frame; the removal of the plate serving to eifect aninterruption of driving engagement between the driving pin 95 and theaperture I54 in gear disc I55. Fig. 9 indicates the position of themagneto I51 when. assembled to the cover plate 2|.

The above noted arrangement of magneto drive means carried by thedetachable bracket or plate 2|, permits the magneto I51 to be timed tothe engine operating cycle while the plate 2| is removed from the engineframe III. The cyclical coordination or bench timing of the magneto I51is best carried out in the following manner: The angular position of pin95, carried by the camshaft driving member 90, is determined so that thevalves are set for a power stroke in a selected one of the cylinders.The magneto I51 is then set, through rotation of gear I6I and theassociated connection between member I66 and impulse coupling "I, tocorrespond with the selected cylinder so that a spark is produced in theigniter means or spark plug associated with that cylinder. Gear I55,previously disengaged from gear IBI, is then rotated until the apertureI54 therein, assumes an angular position corresponding to that of pin95. Gear I55 then may be positioned in engagement with gear I6| and theadjacent gear teeth or the point of engagement between these gears I55and I6| punch-marked or otherwise indicated. Thereafter the plate 2| maybe placed on the engine frame with the assurance that pin 95 will bereceived in aperture I54, thus completing the driving connection for themagneto I51. Subsequent timing operations, as for instance after removalof the magneto or the driving gears therefor, may be made by matchingthe gear marks and then rotating either gear I55 or camshaft I6 so thatpin 95 and aperture I54 is positioned for engagement, as before noted.

It will be apparent now that the foregoing description of the variousparts and elements indicates the preferred manner of grouping andcorrelating the vital parts of the engine to achieve the objectivespreviously pointed out. An engine constructed according to the aboveprinciples is greatly simplified and desirable as it conforms well toprevailing mass production schedules, is quickly and easily assembled ordismantled, reduces the time and amount of work necessary to eifect anysort of repair, as each element or part susceptible of a functionalfault serviced, or replaced as found necessary. and, by

and timed relation of each accessory may be most advantageouslyattained. In the case of a need for an engine-capable of utilizinga-gaseous fuel, the above engine constructionprovides an immediatepossible conversion from the standard Diesel engine by the simpleoperation of interchanging the cover plate member 2| or bracket, for acover,,plate, 2| having provision for mounting an ignition device, suchas amagneto, in the place of a fuel supply pump.

The unification and simplicity of the accessory driving means, indicatedas being consolidated at one end of the vengineframe, and contained in ashallow, fully accessible chamber or recess, enhances the engineoperation and performance, as a positive drive is obtained, which isfree of slippage or the possibility of incorrecttiming. It is alsopossible, through the'drive tensioning means, herein preferred, toregulate the driving means for the engine accessories to theend thatexcessive wear or slippage will be positively precluded.

The condition of engine balance, as governed and controlled by theapplication of a counterbalancing weight means, is expeditiouslyprovided for in that the counterweight means provided herein may beassembled and rigidly positioned after all rotating elements have beenassembled on the crankshaft. The position of the counterweight outwardlyof the engine accessory driving means, facilitates accessibility forbalancing adjustments,'and importantly, places the weight means at apoint where the balancing effect is most advantageously attained.

The foregoing description covers solely a preferred embodiment of theprincipal objectives to be attained in the construction and assemblyfeatures of a single type of Diesel engine. .It is to be understood thatmany modifications are possible, and therefore the present descriptionis not to be taken as limiting the invention, ex-

or liability to wear, may be individually removed, 7

cent as to any limitation imposed thereon by the appended claims.

I claim:

1. In an internal combustion engine of generally vertical type, acrankshaft, a camshaft, a driving sprocket on the crankshaft, a drivensprocket on the camshaft, a timing chain con necting said sprockets, ashallow, generally vertical casing at one end of the engine, formed of apair of mating casing sections, a plurality of engine accessory orauxiliary devices, independently and individually removably mounted onan outer one of said sections, the last said casing section beingreadily detachable as a unit from its companion section with the severalauxiliary or accessory devices mounted thereon, a plurality of gearsoperatively arranged substantially in a single plane close and parallelto the plane of centers of the said sprockets and chain, said gearsincluding a master gear on an axis relatively close to the camshaftsprocket, a third sprocket operable and coaxial with the master gear andexteriorly engaging the timing chain close to and beneath the camshaftsprocket whereby to maintain a wrap of the timing chain on thecamshaftsprocket substantially in excess of degrees, said plurality of gearsfurther including a pair of accessory-drive gears, respectively arrangedon opposite sides of and powered by said master gear, the axes of theaccessory drive gears being located below the outer portions of thecamshaft sprocket, whereby to minimize the required width of casing toaccommodate the accessory drive assembly, and all of said plurality ofgears being arranged with their axes located vertically between the axesof the crankshaft and camshaft, whereby to minimize'the vertical casingdimension necessary to accommodate the accessory and timing driveassembly.

2. In an internal combustion engine of generally vertical type, acrankshaft, a camshaft, a driving sprocket on the crankshaft, a drivensprocket on the camshaft, a timing chain connecting said sprockets, ashallow, generally vertical'casing at one end of the engine, formed of apair of mating casing sections, a plurality of engine accessory orauxiliary devices, independently and individually removably mounted onan outer one of said sections, the last said casing sectionbeing-readily detachable as a unit from its companion section with theseveral auxiliary or accessory devices mounted thereon, a plurality ofgears operatively arranged substantially in a single plane close andparallel to the plane of centers of the said sprockets and chains, saidgears including a master gear, on an axis relasprocket operable andcoaxial with the master gear and exteriorly engaging the timing chainclose to and beneath the camshaft sprocket, whereby to maintain a wrapof the timing chain on the camshaft sprocket substantially in excess ofdegrees, said plurality of gears further including a pair ofaccessory-drive gears, respectively arranged on opposite sides of andpowered by said master gear, the axes of the accessory drive gears beinglocated below the outer portions of the camshaft sprocket, whereby tominimize the required width of casing to accommodate the accessory driveassembly, and all of said plurality of gears being arranged with theiraxes between the axes of the crankshaft and camshaft, whereby tominimize the vertical dimension of the casing necessary to accommodatethe accessory and timing drive assembly, the accessories car ried bysaid outer casing section including one thereof mounted in the region ofthe camshaft sprocket, a drive pin for the last said accessory,eccentrically rotatable with the camshaft sprocket, and elementsoperatively connecting the drive pin to the last said accessory,including a recessed element detachably overlying the pin so as toderive a rotary-movement therefrom.

HENRY SCHRECK.

